Posed in front of a mirrored glass office building under a colorful logo, they are the final employees of the now-defunct Aptera Motors on the last day of its existence: Friday, December 2.

Now we can bring you the inside chronology of the events that led to the end of Aptera.

Costly, risky, and very, very hard

Over the last week, we've interviewed former CEO Paul Wilbur and former marketing VP Marques McCammon, who were there to the very end.

We also spoke at length with company founder Steve Fambro, who resigned his seat on the Aptera board of directors early this year. He had been replaced by Wilbur as CEO in September 2008.

If there's one lesson to be learned from Aptera, it may be this: Starting a car company takes a huge amount of money--orders of magnitude more than the software startups Silicon Valley venture capitalists like to fund.

If the cash runs out at any point, the company will die.

Not just a single car

Through several hours of conversations, a few themes emerged from the Aptera story as recounted by Wilbur and McCammon.

Aptera 2e development prototype at company offices in Vista, California

The pair speak highly of the entire workforce, all of them now looking for jobs.

And it is clear that the car designed by founders Fambro and Wilbur was not the car Aptera ended up developing. In fact, it created a longer, larger version of the three-wheeler to comply with the 738 separate Federal Motor Vehicle Safety Standards covering cars that may legally be sold.

Then, after it became clear that funding a three-wheeler wasn't going to be possible, the company switched gears in January and threw all its design resources into creating a four-seat, four-wheeled car using the same plastic composite body shell construction as the original three-wheelers.

Coming very close?

Both Wilbur and McCammon believe the company came very close to surviving--and suggest that years of discussions with the Department of Energy over its advanced technology vehicle manufacturing (ATVM) loan program ultimately took too long, dooming Aptera to run out of cash.

That $25 billion DoE program offered low-interest loans to automakers and parts companies that would use them to retool existing plants to build advanced-technology vehicles with fuel efficiency at least 25 percent higher than vehicles they replaced.

So if you believe Wilbur, Aptera simply ran out of time amidst a loss of confidence by its investors.

Doing the right thing

Surely the political controversy around half a billion dollars of DoE loans to failed solar-panel maker Solyndra didn't help. There was also a small kerfuffle over the low 20-mpg EPA gas-mileage rating for the 2012 Fisker Karma range-extended electric luxury sport sedan, now finally on the market--and partly funded with DoE loans.

With a presidential election year coming up, Wilbur says, "the [ATVM] program could go away completely." No big-name investor stepped up to carry Aptera, in the way that Next Autoworks had famed Silicon Valley venture capital firm Kleiner Perkins to lead its funding.

So, Wilbur says, "We wanted to do the right thing for our employees," closing the company while there was still enough cash to pay them a small amount of severance.

"Bright shiny object disease"

In the end, Wilbur says, if he had it to do over again, he would avoid what he termed the "bright shiny object disease" of DoE loans. He spent three of his three and a half years at the company pursuing Energy Department loan funding, logging time in Washington, D.C., in endless meetings with government officials and lobbyists.

Because Tesla and Fisker got loans, "we listened to that too much," Wilbur admits. "We should have raised the money ourselves rather than relying on the DoE."